Internal-combustion engine



Oct. 5 1926. 1,602,089

A. J. WE$T INTERNAL COMBUSTION ENGINE Original Filed Nov 9, 1920 7 S t st 2 J24 112 a 15=f 5 6/ r 117 11.2 I

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A. J. WEST INTERNAL COMBUSTION ENGINE Original Filed Nov. 9, 1920 '7Sheets-Sheet 5 INVENTOR.

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'7 Sheets-Sheet 4 Original Filed Now 9, 1920 INVENTOR Mfism Was-t.

(LKBKYW ATTORNEY Oct. 5 1926. 1,602,089

. A. J. WEST INTERNAL COMBUSTION ENGINE Original Filed Nov. 9. 192 '7Sheets-Sheet 5 if a l W W i j 32 jazz. (9 J 7; f x 2 I V 30 a lNVENTOR.

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- A. J. WEST" INTERNAL COMBUSTION ENGINE 7 Original Filed Nov. 9, 1920 7Sheets-She t' 6 x 'INVENTOR.

Oct. 5 1926.

A..L VVEEFT INTERNAL COMBUSTION ENGINE Original Filed Nov. 9, 1920 7SheetsSheet 7 I INVENTOR Air-mm Jaw/5:601 17 2195.

llllllI C1 ATTORNEY Patented Dot. 5, W26.

UNITED erases rarest SYLVANZA.

ARTHUR JACKSON WEST, OF BETHLEHEM, PENNSYLVANIA, ASSIGNGR "lfl STEELGOMIAN-Y, 0F BETHLEHEM, PENNSYLVANIA, A COl'tPOR-ATIUN' 03EENTERHAL-UC'MBUSEION EEG-IKE.

Application filed November a, 1920, Serial My invention relates broadlyand gen erally to new and useful improvements in internal combustionengines, and more particularly to that type wherein fuel'for combustionis injected into working cylinder and ignited by heat inthe cylinder,for example, that heat resulting from compression of a gaseous componentof combustion in the cylinder, although it will be understood that inits, broad aspect the invention ernbodies many features applicable toall types of internalcombustion engines.

Engines of the general type mentioned in existence prior to mypresentinvention, so far as I am aware, hayebeen objectionable from acommercial standpoint because of certain inherent structural defects andlimitations which my present invention obviates. vAmong such defects andlimitations are the following: In l-strolre-cycle engines operating onsaid principle, the weight of the engine, and the space occupied by it,are necessarily objectionably large, due to the fact that each cylindermaltesonly one power stroke in four, and consequently the weight perhorse-power developed is un duly large and out of proportion to anysupposed advantagesgaincdby the use of such an engine. In order toovercome this difiiculty numerous attempts have been made to constructengines operating on said principlc so as to function on a Z-Stroliecycle, but these too have not proved commercially available, especiallywhen designed to produce large horse-powers at compara- 'tivelyslowspeeds, for example, an engine such as might be required to furnishpower in a large power plant, or to drive ships of considerable size.These prior 2-stroke cycle engines have been onlypartially successful,due to, the fact that the heat effects in-the power cylinder andadjacent parts, resulting from the explosion of the combustible charge,were not properly controlled, thus resulting in cracking and destructionof such c linders and arts which of course means the incapacitating ofthe engine for any, useful purpose. This has been due to the fact thatin large engines working at comparatively slow speeds, the cylindenf orcylinders, is necessarily oi? considerable leng h, requiring theadmission of; scarring prevented, so that the life of the e controllingor prerventing deleter No. 422,753. Renewed December 29, 192

and heated parts has beenYshortened an extent as to prevent commercial.of such engines Another inherent objection has be efficient means havenot been pro efiects resulting from the wide t temperature between thatper cylinder which is exposed to ed a; heat, and that external portioncontact with the cooling n icdir 1 cylinder. These large differences it'ature have resulted in differences in tent of expansion and contractionb the inner and outer portions of the oy wall, thereby res ing ininternal in the cylinder wall, causing deterio of the metal and crackingof the These prior constructions have al -t jectionable and. have failedbecause quat-e provision for protecting or reli the cylinder wall ofstresses due t resulting from the explosion, pansion and contraction ofthe c under heat effects. Furthermor' been impossible to keep the tempsall portions of the cylinders or 0 parts suflicien'tly near to the aveperature of the whole cylinder parts to prevent deterioration andccnsequent failure of an overheated portioi due to the unequal heateliects in the lo al which fails, in other words to p possibility ofcertain beccn to such an extent in excess of tile temperature of thecylinder t,

for the tilv comparatively slow speeds, in which the objeetions aboveset forth will be obviated, and in which the heat etlects may beeficiently controlled within the limits of safety in such anengine-ner'zessary to its commercial success Other objects will appearin the following detail description of the invention.-

The invention consists in the improved construction and combinations tobe more fully described hereinafter, and the noveltyofwhich will beparticularly pointed out and distinctly claimed.

I have fully and clearly illustrated my invention in the accompanyingd'awings to be taken as a part of this specification, and wherein- Fig.1 is a longitudinal vertica sectional View of a portion of an enginemade in accordance with my invention;

Fig. 2 is a transverse sectional view of my improved engine;

Fig; 3 is a side elevation of a section-of my improved" engine with thevalve mechanisms removed;

Fig. 4 is a plan View of the apparatus shown in Fig. 5 is a fragmentarysectional View showing my ini' red scavenge and fuel injection valvemechanisms;

Fig. 6 an elevational view of one of my improved engine cylinders;

I Fig. :7 is a sectional view of one of my improved engine cylinders:

Fig. 8 is a plan view viewed from the top of the cylinder shown in Figs.6 and 7 Fig. 9 is a plan view viewed from the bottolnof Figs. 6 and 7; K

Fig. 10- is a fragmentary sectional view showing a modified type ofcylinder construction Fig. 11 is a. detail plan view of the exhauscollector;

Fig. 12 is a sectional view taken along the line XHXH of Fig. 11 viewedin the direction of'the arrows;

Fig.1?) is an elevational view of the exhaust collector;

Figs. 1-1 and 15 are detail views showing pedestal members for the endsof the enc Figs. 16 and 17 are detail views of pedestal constructionsfor adjacent two-cylinder engine structures;

Figs. 18 nd 19 are letail views of inter mediate pe. tal meml ers;

' Fig. 20is a detail ttional view showing packing for interfittingcollector portions.

'Referringto the drawings by characters of reference, 1 designatesgenerally the bed of the engine, the same being preferably can in anintegral structure for each pair of cyl inders as a support for theengine frame, and also with bearings for the crank. shaft.

jacket and exhaust aeoaose This bed consists preferably of longitudinalflanged side "members 2, 2 (see Fi 2), a trough member 3, and endmembers or walls 4., said members 2, 3 and 4 constituting 9. casing forthe crank shaftof the engine. lVitlrin the crank casingand integral withthe walls of the latter, are transverse supports 5 (see Fig. '1) for thebearings 6 fo1'.the crank shaft 7. The crank casing is provided withtransverse housings 8 (see Figs. land 2) receiving transverse tensionimembers, preferably in the form of bolts 9. extending through saidhousings, said bolts being each provided on its ends outside of thecasing and abutting the opposite sides of the latter with nuts 10, 11,by means of which nuts the members 9 may be placed under tension,opposing the. fores to which the crank casing may be subjected, duetothe operationof the engine tending to rupture the crank casing. Thesebolts 9 are adjusted to an initial tension in excess of any tension. towhich that part of the crank case is subjected. so that the crankcasingis relieved of transverse disrupting tension. The side members 2 of thecrank case or bed of the engine are adapted to rest upon any suitabiefoundation (not shown). and to sustain the weight of the engine in suchmanner that the trough 3 of the crank case is not directly supported bythe foundation.

Supported on the bed just described. are the side frames or standards12. 13, arranged in groups of three pairs. cach ofwvhich groups supportstwo power cylinders. At their upper ends the pairs of each group areconnected and rigidly braced by means of horizontal girders 14. arrangedbetween the frames, and having flanges 14 secured thereto. in anysuitable manner. for example. bolts ii". The pairs of frames at theextreme ends of the engine frame structure each support a pair ofvertical, hollowpedestals 16. connected by transverse. vertical webs 17.while the pairs of frzimes at the ad. jacent ends of said groups supportpedestals 18. the pedestals on' the frames of one group being connectedto the pedestals of the adjacent group by vertical webs 19 and upper andlower horizontal webs or flanges 20. (see Figs. 16 and 17). and saidpedestals being further braced by'transverse. vertical webs 21, saidpedestals and webs being preferablycast in a rigid, integralstructure.as shown in Figs.' 16. 17. The connectors formed by the pedestals 18and-their connecting webs constitute a lateral andtransverse bracebetween adjacent groups of said frames. Between the pedestals 16 and 18,just described, are intermediate hollow pedestals or columns 22. v

Upon the upper ends of the pedestals 16, 18 and 22 on each group offrames is supported a cylinder support 23, the same being shown in planView in F g. 4, and in eleva Hit) tion in Fig 3, soicl cylinder supportsone pedestalsbeing connected to the engine frames by verticallyQiitllillfi" or tensionqncmbers 24 extending through sleeves or hollowcolumns 525 formed in the cylinder support sleeves 26 on the sitlcframes 12 and 13 uncl through the bottom of the crank case 3.tensioncnembers carry nuts 27, 28 is; led, respectively, on

the lower and up thereof we ulmt ting the upper Stli'litCGS 2 themembers 23 and the bottom of the crank cusc suitl nuts being operable toplace said rods under tension, thus rigidly securing together theintervening putts, i pedestals l6, l8 and 931 3 constitute spacersbetween the upper eiitls oi toe 13 and the cylinder suppo1"- 2 bets 24:are piscetl under ini greater than the orking stress clue to operationof the engine thus relieving the intervening "ports from all tensionstresses.

' members 23 are each provided with two circular spaces 29 therethiouglnin each of listing surface 33 terminating at the upper.

extiemity of the cylindrical bore soul tupi'esently describctl emlforming purtof the combusti 11 space of the cylinder. From. thecontracted portion the ."hell of. the cylintlet'is extenclccl upwards,us at 3% where at its upper end portion it connects with on (Wei-hangingWall or jucl tet member extend ins clowuwertl to o point n'olox'ublybelow the point at which the cylindrical bore of the cylinder mergeswith the contracted portion 3-,, said overhanging; Wall being spacedfrom the cylinder Wall proper in or doc to provide a space for thecirculation of it suitable cooling medium such as In the construction,the annular oveiimupy I ing wall is not connected to the cylinder Wailproper at any point, except at the extreme upper encl, thereby providingan unobstructed annular space between the cylin- (ler wall or jacketmember and said overhanging: Wall to? the circulation of the cool ingmedium, one; to allow expansion eiul contraction of ssifl Wellsindependently of eecliother. W lo I have, in. the preferredconstruction, shown the overhanging wall or jacket member cast integralu" the upper of the cylinder structure, 1 may if desired, melts saidwell or jacket member '1 surface performing a function to he in aseparate casting and bolt the some to the cy curler heucl. as shown inFig 10. The lower eiclgo ot each of the overhanging Walls 35 isprovide-cl with an outwardly extencling circumferential ilz'inge restingupon the member whereby the cylinder is supwell or jacket member,enrithe main portion of the cylinder is free to ciao palm and. contractlougitucliimlly from its ezlliezuo upper and to its extreme lows-1' end.The well 35 is also providel with an upper flange 38 having openings 39,through which, 21ml openings in the said flange 37, extend securing:studs or bolts 41,1thc lower ends of which are threaded into the soitlmeuibe 23, anal the upper ends of which are provided with heufls 4:2which engage tl'io upper place of flange 38, whereby the upper encl otthe cylinder 30 is rigidly connectetl to the cyliucler support It willbe seen that by this arrangement the cylinder well is free to expandlengthwise toward the crank shalt -without regurtl to the support on orconnection to the member 23. It will be econ that my improved enginecylinder is subston'liislly bottleehupct'l in outline, that is, it hascylinder portion 30 defining the piston bore and a flaring oi contractedportion 32 Wi'llfill merges into the contract d or neck politics thelatter portion being comnectcd to the overhanging supporting Wall orjacket member 35. v i H In 10 the upper cucl of the cylinder proper isprovided with an. annular lateral flange 36 received in oh annularrecess 36" tum-uh an inwzu'tlly directed annular flange Sill t'ox'metliulcgrul with the port the cylinder being secured to said port 35 bymemo 'ol stml bolts ll corresponding to the valve cage holding andclzuinping studs hciuinuttci' nientionml, and passing through openingsin the hinge 36, and threaded, as

at ll"; into the flange 36' said. bolts each having fixed. shouldcr ll"integral therewith, mn'l engaging: the top of the flange 36 wl'zo'rebythe ports are clumped together. Suitable fluid-tight packing; 36 may beinter 'nosccl between, ashouhler 36 on the outer face of the flange 3G"untl the bottom of the recess 36, The upper and lower flanges 37 88 areconnected by integral ribs 4.3, preferably also integral with the member35.

The cvlimlcv nulls z'u'c relieved from l0nported, on tie member by saidoverhang- Liv whiclu as a longitudinal strain opposiilg sti'uctui'e, lbelieve to Ire new. Surrounding toot portion of the cylinder containingthe initial combustion space where the highest pressure and tcmpe'iutm'coccurs, is What I may term a circular or annular truss constnuztion,coi'isistiug oi overhanging; wall the flanges-37., 38, the ribs 43 andthe,

belts; or stucs 5-1.. The flanges and ribs are inder which is rigidagainst explosion stresses, but permits free expansion and contractionof the cylinder resulting from changes in temperature.

The water jacket wall 35 extends from its junction with the cylinderabove the top of the combustion chamber downward to a point below thetop of the piston stroke. It thus encloses the initial combustionoccurring within the tapered portion of the cylinder; This constructionpossesses the advantages thatthe connection of the water-jacket with thcylinder isremoved from the cality o the greatest heat, and the taperedwall of the cylinder, the water cooling outside thereof and the aircooling in ide thereof, as hereinafter described, all contribute to mostfavorable temperature conditions. The cylinder wall proper is of greaterthickness at the upper or explosion end, the thickness decreasinggradually toward the exhaust end. This reduction in thickness ispermissible. due to the decrease in pressure between the upper end ofthe cylinder and the piston as the latter descends. and is advantageousin increasing the cooling ellect, and decreasing the weight of thecylinder. The lower end of the cylinder is provided with an upwardlydircctedwall or jacket member ll spaced from the main cylinder wall andforming an annular space 45 for the circulating of cooling medium. upperend (it said wall or jacket member 44 terminates a distance from thelower edge of. the wall 35, the space between the same being bridged orclosed by a cylindrical jacket member lti rigidly supported on themember in the space between the latter and the main cylinder wall 31.the jacket 46 being spaced from the main cylinder wall. and togetherwith the walls or jacket members and ll forming an annular cooling spacefor the. circulation of cooling-- medium. It will be noted that thiscooling space extends from a point above the contracted space to the,extreme lower end of the cylinder. The upper edge of the wall or jacketmember all is provided with an out- 'ardly directed flange -l7 (seeFigs. 1. 2 and 5) between which. andan inwardly directed flange 48 onthe member 46, suitable packing 49 to prevent leakage of the coolingmedium between the parts, while at the same time allowing movement otthe wallor jacket member 44; longitudinally of the mem- 46 dumtoexpansion and construction The 'manner described, vapor pocketing in theposited from the cooling medium will drop tothe lower portion of theannular space and out; of the area where it is necessary that cool ngmedium-lie present at all. times.

The Water jacket wallcomprises three sections, two of which foin thecylinder walls at opposite ends, and the third of which forms atelescopic joint with one of said two, andextends to the other of thetwo,

the two end sections surrounding, respectiyely, the combustion spaceabove the cylinder stroke and the exhaust openings.

The wall of the water jacket is connected to the cylinder above thecombustion space and extends downwardly to enclose the com bustion spaceabove the cylinder stroke, beingsubstantially free of the cylinder wallopposite the combustion space. Any suitable means may be provided forcirculating a cooling medium, preferably water, in the cooling spacesurrounding the engine cyl inder. said means preferably consisting of aninlet pipe or pipes 30 sealed in an opening 30" in the wall 35,- andconnected to a downwardly directed pipe 30, the lower open end of whichterminates closely adjacent the bottom end wall of the cylinder coolingspace, as at- SO The water or other cooling medium circulated in thecooliru space rises in the upper portion thereof and flows out throughone or more connections 30% the upper end of which is located adjacentthe point of union between the wall 35 and the part 33, and the lowerend of which is connected to and communicates with an outlet coupling30, suitably sealed in an opening 230 in the wall It will be understoodthat the cooling medium may flow from any suitable supply and becirculated in any suitable manner. By the arrangement shown, the coolingmedium circu- Hit) lates throughout the entire cooling space.-

and by locating the inlet and outlet, in th upper end of the coolingspace is prevented. 1t ispreferable to locate the couplings for theinlet and outlet connections adjacent the lower end of the part 35 so asnot to w aken the truss structure, which p'ould result t connectionsweremade at-points higher in said member 35. At the lower end portion of thecylinder are a plurality of: radially arranged. exhaust ducts 49,preferably formed integral with the cylinder wall proper and theupwardly directed wall or jacket member is. These ducts are preterablycast integral with said walls so that all; possibility of leakage otthecoo ing me dium into the exhaust-ducts, or of gas into the coolingmedium space is ei fectirely v acoaoes I while at the same time thedesired y of the cylinder wall is retained.

as acircuinfereutial belt near to the or exhaust end of the cylinder soas oivide the cooling space into annular por-, ors arranged above andbelow the exhaust .hich portions communicate with each hrcugh the spacesbetween the duct in this way, circulation of cooling y be had to anadequate extent lent the cooling space and the es.- end structure of thecylinder may be utly cooled. Asshownfthe ducts are ted in the directionof length of the i .ier. This feature affords adequate ex- "7 areawithout having ports too wide circumferential direction, thereby reg inthe retention of suficient strength the material of the cylinder betweenducts 1o also a large ratio of exhaust port wall a. to exhaust portcross sectional area in that adequate cooling surfaces for the A; portsmay be provided. The expr are inclined outwardly and iwardly so that theexhaust gases may ihe'cylinder with a minimum degree .irning, therebyfacilitating the passage the exhaust gases to the exhaustcollectjiaratus to be described. The bridgl( t member 46 engagesthelower a member externally for the reason that,

construction, including the jacket member 44 the ports 49 tend to bemaintained at temperatures than the bridging member 46. Therefore, byhaving. bridging jacket member arranged as an r telescoping" member, atight joint times assured and expansion of the ember away from the innermember Surrounding each power cylinder n. the lower end portion of thela ter is an aust collector 50 consisting preferably '-cooled annulus 51supported portion of the cylinder sup- Zl W27 A 1 our dirio )olis 52passing through a flange 53 and en said element Each of these ex- .iaustcollector members is provided with an uular exhaust-receiving chamber54: surunding the cylinder at that area of the at the exit of theexhaust ducts 49, Y described. The exhaust from *9 passes into theannular chain Fri and thence through an outlet duct 55 he exhaust pipe56. The lower end of r-yliiu'lcr 30 extends belowthe lower edge flu?exhaus collector and may slide rela- 'o the letter when expanding andcondue to heat effects. A packing conof a shilling-box 57 (Figs. 1 and2) .lill by the uist collector and enuc lower curl of the cylinder topre- -apc of exhaust gases. The web conducts 4:9 are preferablyarractice, the lower end of the cylinder at 23, and secured to thelatter by studs necting the lower end of the cylinder the upwardlydirected wall or jacket member 4A is provided with a plurality ofannularly arranged clean-out openings 58 which are closed by an annularclosure plate or ring 59 secured. to the lower end of the cylinder oyany suitable screws or studs fitting openings 60 (Fig. 9) at the lowerend of the cylinder, said openings 58 being located below and in linewith the spaces between the exhaust ducts.

The upper end of the exhaust collector is provided with an annularrecess 61 which receives the flange 48, and between which flange and thebase of the recess is firepaclring 62, for example, asbestos (Fig. 21),

which engages the outer surface of the wall 44 and prevents escape ofhot gases at this point, said fire-packing also serving to protect' thefluid-packing 49, which maybe of.

rubber or other suitable material.

The piston is indicated generally at 41* (Figs. 1 and 2) and includes ahead 63 and a barrel portion 6.4 constituting a piston guide, the lowerend of the said barrel portionbeing connected to a cross-head 65,

which in turn is connected to the upper end of a connecting rod 66, thelower end of which is provided with a bearing-box 67 on the crank pin 68of the crank shaft 7. The cross-head is provided with end extensions 69carrying slide members 70 (Fig. 1) whic 1 slide on the cross-head guides71 bolted to the members 12, I3 of the main frame of the engine.

The fuel and air injection valves will now foe briefly referred to.

Referring particularly to Figs. 1 and of the drawings, ?'2 designates anannular shoulder in the upper end of the cylinder wall structure abovethe tapered portion 33, heretofore described, and seated on thisshoulder is an annular valve-supporting member or cage 73, said cagebeing preferably cylindrical in form, and having at its upper end. anoutwardly direct-ed flange 74: resting on a chamber 75 which 'issupported on the upper end of the engine oyl iuder, as at 76 (Fig. 5),and rigidly--secured thereto by bolts or studs 77 passing through saidflange and chamber "and threaded into the upper end of the cylinder,

as at 78, said cage extending downward through said chamber. Theshoulder 72 constitutes a joint beyond which the heated gas cannot pass,and that therefore no part of the interior surface of the cylinder wall33 above this joint can receive heat from the combustion. It is to benoted that the cooling space 36 extends well above the jointv 72 so thatthere is no possibility of a hot spot at this portion of the cylinder.The upper end of the valve cage i by a rap-piece 79 secured to thebodyof the cage, while the lower end 0;" said or go is closed,

left'bpen in order to communicate with the upper end of the enginecylinder, such communication being controlled in a manner to bepresently described. At its lower end the cage is provided with aninwardly directed flange member 81, preferably cast integral with thebody of the cage, said flange providing sufficient metal for asurrounding cooling space 82, and the inner edge 83 con stituting avalve seat for an air admission valve, to be presently described. Theflange member 81 also provides for certain ducts for air admission forair starting valves, and a safety valve, to be described later.

Within the cage 73 adjacentthe lower end thereof, is a bearing member.84 having .a circular opening 85 constituting a guide for the stem of ascavenging valve, and supported by arn1s8-l connecting the same with thecage. This valve is shown at 86, and is preferably circular in form andarranged concentrically with the cylinder here to cooperate with theseat 83 to control communicationbetween the interior of the valve cageand'the upper end' of the engine cylinder. This valve is carried by thelower end of a sleeve stem 8K sliding through the said opening 85, abearing sleeve 88 surrounding said stem 87, if desired. The stem 87 ispreferably integral with the valve, and the two=arejoined on a.downwardly and outwardly flaring face .89 against which. air from thecage is directed by a downwardly and inwardly inclined annular face 90on the said flange 86, thereby cooling the valve.

The parts just described are SO'PTOPOP- tioned that air flowing inwardand striking said face will be deflected upon the face 89 and finallyissue in annular expanding form concentric with the cylinder, and whichis double cone form in cross-section, as indicated in Fig. 5, againstthe face 33 of the cylinder and alsotoward the axis ofthe cylinder, bywhich means the valve and the adjacent faces of the cylinder aresubjected to the most eiiicient coolingetl'ects of the entering air, andthe cylinder is cleared of burnt 'gas. At its upper end portion the stemis provided with a cross-head 91 surrounding said stem and held thereonbetween a flarige 92 on the stem and a elamping'nut 93 threaded on theupper end of the stem as at 94. This cross-head carries a bearing ring95 (Fig. 5) which slidably engages the inner surface 96 at the upper endof the valve cage, said ring 95 and the said guide surface 96 serving toproperly center the valve stem within the cage, and toguide the stemduring its'reciprocations. Air is admitted to the interior of the. valvecage from the scavenging air supply chamber 7 5 mounted on the top ofeach of' the cylinders of the engine, and held between the flange74,.heretofore described, and the top of the cylinder by means of thesaid bolts 77 (Fig. 5). This its foecagaiasI-the cross-head 91..

incense air chamber 753 communicates with the valve page tidfillgll aplurality of ports 9? (see lg. 5 v

in the cap-piece 79 are a 'pair ef guide orifices 102 (Fig. 5}, in eachof which slides a plunger 103, preferably carrying packing 10%cooperating with the inner bore of the opening 102 to seal the sameagainst leakage of scavenging air. At itslower end well plunger 103 isprovided with a threaded ex- Bil per end, each of the members 103 isconnected by a pair of links to one end of each of the levers 1111, thesame being inl crumed at an intermediate point 112 on a bracket 113secured to the upper wall of the member '35, heretofore described. Theopposite ends of the levers 111, from these heretofore described,connected by a cross-pin 114 carrying a reller lie which is adapted tohe engaged by a cam llfi un- .cam carrier 1254 keyed on a shaft ,1}?driven from the crank shaft and operating'said satin to engagethe saidroller to exert a; ward movement on the scave ingfvalve to opencommunication between t e interior of the valve cage and the powercylinder. The

scavenging valve is normally urged toward closed position by means ofan. expansion spring 118 surrounding the said.- stem 8?;

and at its lower end abutting a seller 119 on the sleeve 88, and at itsupper end 'exerting z ljhrongh the bracket 84 is "an opening 190registering, with an opening 12]; in the sleeve 88, and connected tosaid opening 120 is a pipe 122 connecting witha duct 123 in the 11!?upper end 74 of the valve cage, which duct is inturn connected by a ipe124'with a source of lubricating oil supp y, by which arrange-- -mentproper lubrication isf rovided for the reciprocating movements o thescavengingvalve sleeve.

Brieflfmy improved fuel injection valveeomprises a valve stern slidableaxially of the scavenge air valve stem 87, the stoma" 130 having aconical valve 131 at its lower. I

and cooperating with a valve-seat 132 can ried by stationary sleevestructure 133 fitting within the stem 87 and sus ended irom,tlie top ofthe cage structure. t its-u per end,

the stem 130 is adjustably connectet to suit able operating mechanismincluding jour nals 134 fitting in bearings iii-50in lever 186 which isoperated from the cain shaft 117. Fuel oil is supplied from an inlet'13? to the annular space between the valve stem 130 and an intermediatesleeve l,. theeil ,vuivestructure are. arranged nit Ln the con'ihustionspace, it uiii be '1 positing through such anuiiior space, flown thosteiirl fif), and through theopeuings in the iower end of the slceveto'thc atomizer 14!). Injection air enters the iniet opening ll abovethe cage and passes to the; nuizir vspace between the intermediatesiceve 138 and the stationary sleeve; structure 133 from which it passesto the, atomizer. it willjthcrcfore, be apparent that the fuci oiiu'pussing through the atom zer Wiii he thou oughiy divicicd by the airand dis harged info the combustion space of tho enguic c \'l indcr infinely 'diviiic'i state when the mm 131 is opened.

As the scavenge uii' Volvo 86 our the 0 top oi 1 pa rout that thcy'areiocnteii adjacent to i region of highest tenuicrutuio ranges in c 1 incon oration. Hence, in owicr touvoii possibic.

cracking of oil immcdiutciy above the who 131, provide the stationarysleeve structure with suitable nutcncooiingg mcous water being suppliedto tho chnnnci H5 of such sleeve passing to the bottom of the sleevestructure, around the valve structure, and

then out of the passageway H6 in a. suitable outlet not shown. Heatresistant pzwiiiug' 14.7 is interposed between the lower cnri of thestutionary'slceve structure i313 and the hollow interior of the stcu'iS7 of the sou eng'c oir valve in order to effect n. thorough importanturivuuiiuges from tho scai' between theseparts,

From the foregoing, it \viii hc up uircnt tha'tflrny improved engineposecswcs scvcrai mipoints of ren'iovhbiiity of ports, cooiing'resishiuce to"vvori iiig stressr'a and capability oi with-- stfindi'nghigh temperatures.

Each cyiinder and vziivc cu zc may be v plaice-ti in. position orremoved with res ns-ct to the tsbu of the cylinder, it being necessaryonly screw up or to take oh the nuts 27. E ch or the cu'gcs is rcudiiyremovable iron'i its cyi- Owi 'n to the fact that each of the cyiin-(iers is impertorute from cud to end, with the exception of tho czihoustports at the iowor enci; it is possible to provide a cooiiug jzickowhich enpveiops the cy lin'cieri, particu- Early the upper or combustionportion rhcrcof, without the cooling space being inforruptod by spacingor' supportr most whereby the entire. outer surface of the cylinder maybe enveloped by cooling fluid. To

i this and, thecmis of each cylinder havc jackwe support by upwardinovcrncut' Wart? as a continuous and uninterrupted annular sheetbathing; the entire, surface of the cylinder from u point well below theexhaust truchui portion has an usizri opening to receive a vuive cagehaving ali of the necessary vuivcs. In other Words, each cylinderbotHc-shapeci, the cyiindricui portion affording the piston. bore, theflaring portion providing the ccmvergent combustion space, "i the nookportion having the vuivc mcoirv am in ii or 'n. the ucci: portion isire, pcrioruic iron] cm to iii, the is provided with the necessaryvuivocont"roiled pucsugi'cs For the admission of fluids to thecyiiuilcr. This results, not only :2 cyliniicr construction which may bercurhiy cost, hm; ho onc in which cooiing' to the best urivuntugc wheremost rcquircii is iiibtnii'icd. Also, as there are no opcnin gscxtenoiing through thc cyiiiuicr u'aii til!) (1:! I| Lj81 of heat cracksis uvoidci.

'ihc uppv-r jacket member is joined to tho upper end of the neckportion, surrouuiisihc iui'icr, ih 'ilzn'in portiimv and hc upper curlihc on ho a portion; and the lower cud I i cii'ct n'icnibcr rests on andis seis H mble to mist cylinder with tin; on. in J ackets as u sunctricul mmstrurt on bi; iron iieiineii by a portion of the Pi$- tonbore portion.

A 1r is suppiicci to each cage by a. chamber which is ciainpcri in'pines between a periphcrni flange on the cage structure and the outerand of the cylinder structure, the cage having an inlet portcommunicating the with chamber.

. It win he noted that each of the tubular supports 23 sustains theweight of a. pair of cyiiuiicrs. their jacket constructions, and thecxhuust coiicci'ors thorefor. I Furthcmicrc, with my improved type ofrecs engine, the tension boltsQtare'adapted to resist working forces ofthe engine in order to avoid possible vibration and loosening oi variousengine parts. Also, the transverse bolts 9 below the crank shaftbearings and- ".terminating outside, of pairs ci -upright bolts boltstending to hold the parts of the engine firmly together.

' Also, the reaction'of the J crank shaft in its bearings is'eflectivelyresisted by the vertical rods oc'bolts 24 togather with the transversetension rods or units 9, the latter having their man 10. and

11 screwed up so as to place'them under initial tension. It will,therefore, he apparent that the crank shaft beari gs are supportednotonly by the casing structure but also by,- the vertical rods 01'boltsfi l and by the verse rods or bolts 9. The transverse, rodsor'bolts 9 resist deflection due to the reac tion at the bearingsincident to engineopfg oration. T he long rods 2 resist,- forces 'apgplied in opposed directions to the head ends of the cylinders and to thecrank shaft, bear: ings and the rods 10 resist deflection due to hearingreactions. Hence it will be seen that the framework of my engine actsasa' spacing structure for various parts, such framework being subjectedonly'to compression stresses, the working forces of the en ginsmanifesting themselves as tension stresses which are resisted by thebolts 9 and 224.. By. the use of tension rod'inembers made of high classmaterials arid disposed in theadvantageous manner herein disclose d, itwill he apparent'that the frame members and the casing structure may bemade lighter,

thereby effecting a considerable saving in weight of the engine.

The engine being in operation by 'fuel combustion, the cycle of thepiston and the opcration of the fuel inlet valve and the scavengingvalve are as follows: Referring particularlyto Y ig. 4, the left-handpiston is shown in position at which its cylinder isaoout to receive, oris receiving the-charge through the fuel inlet valve :and the right handpiston is shown .in the exhaust position, the scavenging valve of itscylinder being open to permit scavenging air to blow the prrnlncts ofcombustion downward through the exhaust ducts 49. lVhen the piston is'3. the position shown in the left-hand c vlinder in Fig. *l. the spring118 exerts its tor-cc to maintain the scavenging valve 86 thus reducingthe closed, and acam 178 acts on the r0ller17 7 and the intermediateconnections to move.

the valve 163 to open position, permitting the fuel mixed with theatomized injection air to enter the cylinder space above the head oi thepiston. The fuel valve then closes and the heat inthe cylinder ignitesthe fuel and causes the same to burn, thcreby'cxerting its force topropel the piston toward the exhaust end of the cylinder. When thepiston reaches the exhaust end of the cylinder it clears the exhaustducts 49 and permits ,0

burned gases which are at 40 pounds pressureperssquare melt, orthereabouts, to pass through said ducts 49 to-the exhaust chamber 54,and thence to the exhaust pipe 56, iressure within the engine cylinderto so stantially atmospheric pressure? gAs soon 7 astli Ii-"cyhnderpressure is thus'loivered, the cam 116 acts on the roller llttrto thrustthe scavenging valve 86 inward away from; its seat, whereupon thecompressed; air in the chambers rushes down past the scavenging'valveand-drives before J it the column of spent gascsreinaining in thecylinder, these gases, together with the scavenging air, passing outwardthrough the exhaust ducts 49". Preferably the supply of scavenging. airis such as to insure compl'ctc scavenging of the cylinder, and a littleexcess of scavenging air afterlhelast of the burned gases has beenexpelled. The piston then starts upon its return stroke, and since ithascovered the exhaust ports 49 to close the same, and preferably soonafter such ports have been closed,- the scavenging valve is permitted toclose by the cam 116, and the cylinder charged with pure air is thencompressed until the piston reaches the position shown in theleft handcylinder in Fig. 4,

whereupon, the inlet fuel valve 163 is'again operated, as heretoforedescribed.

The diameter of the opening 83 for the scavenging air, and the locationof the scav-' cnging valve is such that the scavenging air strikesthevalve and is deflected in a hollow cone-like form into contact withthe tapered portion 33 of the upper port-ion of the cylindcn, so thatthe scavenging air not only is spread over the entire transverse area ofthe cylinder so as to completely scavenge the latter, but serves to coolthe scavenging valve, and also by its contact with the cylinderwalls toexert its cooling effect thereon. What I claim and desire to secureLetters Patent of the United States is 2-- 1. In an internal combustionengine, the

combination of a cylinder structure having a piston bore portion and-alaterally 1mpcrforate contracted portion extending to one end of thestructure and single suppoi-ting means for the cylinder connected onlyto the contracted portion beyond the combustion space for sup 'iortingthe engine cylinder and for resisting axial working forces. whereby thepiston boreportion and whereby said portion and part are relieved oftension stresses due to axial working forces.

2. The combination, with an internal combustion engine cylinderstructure including contracted neck and piston bore portions joined by aflaring portion, of cooling jacket means for the cylinder structureincluding a member joined to the neck portion beyond the junction of thelatter with the flaring portion and constituting the sole supportingmeans for the cylinder structure.

3. The combination, with an internal combustion engine cylinderstructure including contracted neck and piston bore portions joined by aflaring portion and thepiston bore portion having exhaust port means extending through its wall-near to the end thereof opposite to the neckand flaring portions, of cooling jacket means for the cylindcr structureincluding a member joined 4 to the outer end of the neck portion,whereby the cooling space extends beyond the combusti ouzone, and saidmember constituting thesoie'rsupporting means for the cylinderstructure.

4. A one-piece, cast, cylinder construction comprising a piston boreportion, a converging portion defining a. combustionspace and joined toone end of the piston bore portion, an imperforatc cylindrical wallportion joined to the converging portion and defining a'spacecommunicating with the combustion space for the reception .o'l valvemechanism, an overhanging member joined to. the outer end of thecylindrical wall portion and havingoutwardly extending circnmferentialflanges adjacent to the ends thereof together with strengthening websjoining the flanges and the overhanging member and extendingsubstantially axially ot' the cylinder.

In an internal combustion engine, the

combination of a cylinder structurehaving a piston bore portion and. acontracted portion extending to the outer end of the structure and asupporting member overhanging the cylinder structure and joined to theouter end of the contracted portion for sustaining the weight of thecylinder striu'ture and for resisting working forces, whereby thecylinder structure is r'ree to expand and to contract with respect tothe supported end and whereby it is relieved of axial working stresses.the surt'aces oi the cylinder struc ture and of the supporting memberbeing surfaces of revolution about a single axis.

(3. In an engine, the combination of a cylinder construction int'zludingpiston bore and contracted portions and supporting-jacketton bore andcontracted portions an nected to the support and constituting the aflaring portion. said piston bore p below the support-,an overhanging jaforming means connected to the contracted portion of the cylinderconstruction beyond its combustion space and defining, with re spect to.the construction, an uninterrupted annular cooling space extendingbeyond the combustion space.-said means constituting the sole supportfor the cylinder construction, .whereby the latter is free to expand andto contract and is relieved of axial Working forces in service,

7. In an engine, the combination of a oyl-- inder construction includingpiston bore and contracted portions, said contracted portion defining aconvergent combustion space, a supporting jacket member connected to thecontracted portion beyond the combustion space, andi'neanscoope 'atingwith the supporting jacket member to define a cooling space with respectto the cylinder construe tion extending beyond the combustion space, 3said jacket member constituting the sole support for the cylinderconstruction, whereby the latter is free to expandv and to contract andis relieved of axial working forces in service. I

8. In an engine, the combination of a cyi-- inder'supportdiaving anopening therein. a cylinder construction extending througl'i th openingand spaced from the wall or ti latter and including piston bore and c'1- tractcd portions, a jacket member connected to the support, extendingoutwardly from the latter and joined to the contracted portion of thecylinder construction beyond the combustion spaceof the latter, means extending through the opening and cooperat ing with said jacket 1nen1berand with the cylinder construction to define an annular cooling spacewhich extends beyond the combustion space.

9. In an engine, the combination of a sup port, a cylinder constructionlilCltttlltlj" pislxinih contracted portion defining a convergentcombustion space, and an overhanging jackc"; member having its outer endextent ing in wardlv and forming an annular connection with thecontracted portion beyonc coin bustion space and having its other endcon-- sole supporting means for the cylinder c strnction.

lO/In an internal combustion engine, the combination of a horizontaltabular support having a vertical cylindrical opening there in. avertical cylimler constructioninciteingpiston bore and neck portionsjoine extending through said opening and a and below the upper and thelower of said support, being spaced from the. w of the opening, andhaving exhaust member connected to the. upper support, the portionspaced outwa mm the 'unstion 97? be 11 9 means inchldl L 1 @Le jackai'.member the :smm engmc, we

spam 21 above the mm. 1031 .202: of a valve :ylindrical bore (mi-1m,Enid comm don being; sis

1, 111;; inl ats beym waded ATE ea in expand 2nd (UHiT' lmgih 0 that 0%the cylinder ti L Q, 1; (L .b 41% 5 :2, memhez' integrni with the and0-1 in flu puint U: rauppm't am I! D the pig-tun berm poriuion I. ate, 1a n "hndm- 1s relieved 0i ifil'il working stresses from the series 91%{:1 11d;

:10 mpwort and hacked. poriien an gnmdm members integ with the 021 howsm membus '0 mnt' Jr and st cm 1115 hm cyimdm'.

mm 1 magma mm mmjum with Hauling a 1; we 11% other 1 bore por im and a,wiatxucieal iubular poi'bixm, comm-Mimi pm. ing 12 can! mbustion s 2 scmmeciied in the 0m and of ha (:011- pmtien and csnsiitfl; the 501sFor?) for the cyiizader, W1: y zihe 0:"PQ- J3 and 0f the pistwn hereporiien is :0 IMO-VG incident 3,0 ex gmnsiim mad. CUHULJ combination {)5fif'um (1f file cylinder, 11 valve cage find intrggyg} ith A p su dwhwout-1- wall iniagml m 3," fiwiiml i' fl 71m cvlilndeza, said a i i.upming having an n bore, saw.

the cviinder a.

ii-rust [1i the-other and. he sent comm 18. in an internal cmnbusliuneng g'in a, $10

a. -=,i31 :1 xgn 5 1m. 5);. g wombma'lion 0i :4 c nder support having136 M 8 1 flaring P0111911, 1 l it 1 .1 openini", :2 wpiimim' ux cndingthrough vii-u} seyies of axrm ust Openings m5 {ha OPEEHDQ), an annulartwerhzuuging wan W119 ether and 2f he cyfindzu'. having; one tmrminusfixed t0 the cmbustion in an m, fiche com 518: of flxe cylindmandhaving; its other ane-piece, Kimble-shaped c; is inns fixedm(1msuppurtgmd oopem ting Jena mimected E0 the em L of the. cyihrwiththe cyhauksr to define :1 wolingspucc r and axtam iing toward eachMimia, 1'01 15m 12mm, W211! member connected to bridgiig the I a i theoflwr and 1)! Hm 81311116181. and defii'ling y with :syeei mail zlberKim portion, and av third 'mg a telescopic fluid-tight fit 1,eoe,ese Iopening in the support and bridging the spacebetween said overhangingwall and said second wall.

19. In an internal combustion engine. the combinatioi-i ot' a cylindersupport having an opening. a cylinder extending through the opening, ajacket member having its outer terminus h'xed to the combustion end ofthe cylinder and having a peripheral flange at its inner terminus fixedin position vvilh respect to the support and constituting the solesupporting means for the cylinder, a jacket member joined to the otherend of the cylinder a portion of the cylinder at that end, and a thirdjacket n'iemberextendin through the opening and having at one end 'aperipheral flange disposed between the peripheral flange of the firstjacket member and the support and having its other end telescopicallyengaging the second jacket member.

20. In an internal combustion engine, the combination of a cylinderconstruct-ion comprised by piston bore and neck portions joined. by aconical portion, said neck por tion being constituted by a cylindricalWilli its length anclwhieh defines an axial opening for the reception ofvalve mechanism, a conical sleeve for supporting the-cylinderconstruction, joined to the outer end of the neck portion and spaced"from the latter and from the conical portion, a and sleeve membercarried by and joined to which is imperforate throughout tron, saidsecond sleeve member surround-- ing and being spaced from the pistonbore sleeve member connected to the conical sleeve member and havwithrespect to the second sleeve member.

21. In an internal combustion engine, the combination of a bottle-shapedcylinder const'ruction comprising piston bore and neck portionsconnected by a flaring portion, the neck portion consisting of animperforate cylindrical Wall which defines an opening; disposed axiallyat the construction :tor the reception of a valve cage, a sleeve memberfor supporting the cylinder construction joinedto the outer end of theneck portion a d surrounding the latter and the flaring p ion are spacedtherefrom to define a valve cage-in the axial opening of said neckportion. said rage provided with tiuid passage means having inlotsarranged above the outer end of said neck portion, extending through theportion or the cage within the neck portion, and

having outlets at the lower end thereof for,

the discharge of fluids tinn 29 In an internal combustion engine, thecombination of a cylinder construction cominto the flaring porprising apistchbore portion and a neck and surrounding.

r the end of the piston bore portion opposite to the conical porportionjoined by a flaring portion, said the reception of valve mechanism, avalve cage in said opening and having fluid passagesprovided with inletsbeyond the outer end of the neck portion and with outlets at the lowerend thcrcol arranged to discharge into said flaring portion, :1 sleevemember joined to the outer end of the neck portion and surrounding andspared from the neck and flaring: portions and provided. with means forsupporting; the cylinder conslruc tion, a sleeve member joined to theother end of the piston bore portion and surrounding and being spacedfrom the piston bore portion adjacent that end, and a jacket memberhaving one end secured in place with respect to the first sleeve memberand having a telescopic fluid-tight fit with respect to the secondsleeve member.

2; In an internal combustion engine, the combination of a one-piece,east, cylinder construct-ion having overh an, rin,e sleeve membersjoined to the ends thereof and ex tendingtoward each other, a jacketmember having one end secured in place with respect to one sleeve memberand havihp its other end telescopically engaging the other FltLYC memberwith a fluid-tight fit, and conduit means joined to the cylinderconstruction and to said lastmamed sleeve member and bridging the spacetherebetween to pro vide tor the exhaust of products of combustion fromthe cylinder construction.

24. In an internal combustion engine, the comlfination ot' a cylindersupport, a, cylinder connected at its explosion end to said supportandhaving its other end free to move to provide for longitudinalcontraction and eX- pension of the cylinder, a sleeve member the cylinand bridging the space thercbetween to provide for the expointCOHAiRiEMIUOIl of :1V Cliillk shaft (.iSiI

izi'hz ust aris and which define ii sai 5? 1y minul unis-i coileciziurChMLkiJUZ.

in an i sum cm'iibustloiii engine, the QOHliJil utimi mi 2; Daria-011mlsupport fin 1:.

l1 :4. vmnivai Ullfilfljiali: cylinder car-.- Li cmmecimi :i't 01w to Aportand five to 0 lid. and. cum i Wifidi! wiiii rw mci to'kiiiz point 0mimusfi ports near tluyo'sher and of indc" (:cinsi'i'iiuiion, 21ml m1sasilismsn suspended firfifill the iownr side (if:

port and having waiis whiah siiciuhly the cylim 1r construe-hon uhsves.and

the mhziun'i pm'is t0 (icfinu a. $1105 alumina Qxlumst wiiuvtmn Qimmbc111 an interim? cmnbimion 41m, Um

coinbinzitiim 01' a cylinder-q supporii ii cyiiu; day csnnecimi at itsexpmsmn c-ml i0 l pporii, and from in iioily with. ihe cylinder and 32the wa ii to provide in. the 655: s 0! (.OllliJZiSLiOil from. thecylinhauzsi wlianixii surrounding id 1 inning com:i uuicniiun Wiflisaid.

cmiciiii means and sliiizibiy engzigid by said wail.

in mi intoi'niii 00121131i 3ii0n miggimg The 1', a frame supported onthe vzisn'igx', a

m cyiiniiiii suppoz'i; on the fi'muu, u vylimier 35mins in! $011rwci'ing Lise qyiinsior to the suppmi and Lensiun HlLlHiML'iS connwting1110 cylinder sup 11011 with die (5l':ii1i xi 21ft casing.

25). In an intm'mii combustion engine, the cornhinuiinn of :icrank-shaft using, u 3 11mm supported on UN ('aicaing a i-yiinieisupport on the 'i-ziimn u v fliiiiim', tomiun KIM-M125 -i iinwiing;Hi0 vyiindm' in t-lib ;ii t-pm um! imp Rimi nwmbmw conuvuling inuuyiimiei' aimlim'i, \iiiii Hi0 (]11?1i{$i\1l it i'liHin L'f. mid iPIwsiun ilHH'iiHl'H wing iim'mnliy umim' nix initension in vxvvss ui Hi0sink: lvsuiiing ii: 1 Hum i'uvi (*mnimsiinn in HR; i-yiimlm'.

ii). in :in internal vmnimsi'ion ungjiixu, he rmnhinniinn 0' a lwdi :1'i'i'zunm :1 vyiindm' sui wpm't mi Hi0 frame, :1 vylimivr, a mvmimrhaving :1 \\';.ii (iviiliing :1 sinl'arv (if lm'nilh inn which 1:1spin-W1 from H10 v liiulm' M (ivfim :1 voniing s um, means fors-mim'u-iiugg Hi0 ()iilliiti in twi'iiki mmniwr, mvwm munuuiiiig iiH.momhva: 10 the cylindvi any pmt, and lonsion 1110mm 1'01) mnnrvtiug 11w,imi, i'runw, and cylinder support.

31.. in an iutcinal UUlDiJUSt-ihil M combiiiuiiimi ()ii a bad standardson he boil, laimzl bi-11.1 commuting the shin/1i. sgmwrs on ppmpardon ofthe wcyliiider sumac-m 011 the s im.

, spc-ct t0 the Q11 mmnbu mm-i013 Port engine, 0n the bail,

smndm'i} the stigb i, 1M; lumaecii' uppw sacrum Q 7 I i v t, \J on iiiwbail, m1 1121c 11mm: 0011b one at :21 Elisa gucum; gmiigis is wimacmzgsaid. bod, 51mm sgmcm's Add cyiizndai: summing, mm c 1mins; supportciUi'i their heads m Sil -iii. c

()LSHLHLi yew-reuse m Liv.-

,iilLiC-I supports and free in i not iangitudimifiy with uy 1E 31 dcr151i ppm'ta. 3L. 2m 11% f 7 jicjaz'ibus'sion engine, die Qmnbhmi 0f bad,grou' iis 05 standards 1m. i'igu in-11,, s; was the upper pox-Lima ofthis mu! stiizidzwls, iinum: supports an L116 as, web men s emulating meif na'ijziuowb groups, 'iension burs; co'ii'ii uiin sal bud,SQiilldzijfifi, Cfiirj and Cyiifi iiil si gems, and. i L. sup-- pm'tudat their 1 m said sy iindiar an? pm Hui free 1'10 J in-J mntnwtlong-itmiimiiiy with Mfg L 9 $0 the cylizmm' Sui :m ii'iimq'mi(rnniimstioii engine the iifill of a bed, groups 0? standards 61': 1 "'3bed, i'cdustziis 011 we uppa pm'timi s sf the said i-si'zindimiscyiimim' suppm'i s 0n Hie p01 iiimllifnlifi (animating the pod whim ii"ziiijm'unii gg-(mps, P1355101 lUQiR'liXik wimiwiv 'up; said mud,ritzmiiaiirdst DCdOf-j and jJ ViiHdPI' suppol'ixa I m his ncensecombination of a cylinder having a contracted combustion space attheouter end of the piston bore and communicating with anaxially-disposed vnlvc-cage-receiving opening. supporting meansconnected to the outer end of the cylinder, :1 cylinder support, tensionbolts for connecting the supporting means to the cylinder support, avalve cage in said opening, and tension bolts of less totalcross-sectional area than the first bolts for securing, the cage inposition with respect to the cylinder.

38. Inan engine, the combination of a cylinder having an opening toreceive valve mechanism in the head thereof, a valve-cage in theopening, a fluid supply chamber'surrounding the cage, a flange carriedby the cage, and means for clamping the chamber betiween the flange andthe head of thecylin. er.

39. In an engine, the combination of frame members, pedestals carried bythe frame members, a cylinder support carried by the pedestals andhaving an opening for a cylin- 'der, a cylinder in theopening,'supporting means connected to upper side of said support andjoined to the upper end of the cylinder, exhaust ports extending throughthe cylinder wall and disposed below the lower side of said su port, andan exhaust collector communieating; with the exhaust ports and connecteddirectly to the lower side of said support between the latter and theframe membersand in the space defined by the pedestals.

40. In an internal-combustion engine, the combination 01 a cylindersupport having a; plurality of openings therein for cylinders, cylindersin the openings and connected to one side of the support, exhaust meansfor the cylinders at the other side of the support,

and exhaust collecting apparatus carried directly by the latter side ofsaid support and communicating with theexhaust means of the cylinders.

-41. In an internal combustion engine, the

.. combination of a cylinder support having a.

plurality oi openings therein for cylinders, cylinders in the openings,exhaust means for the cylinders below the support, and substantiallyannular exhaust collecting chambers surrounding the cylinders,communicating with said exhaust means, andcarried directly by saidsupport.

42. In an internal combustion engine, the

combination of a-horizontal support for a cylinder, and having anopening for a cylinder, :1 jacketed vertical cylinder-in the opening,flanged supporting means connected to the cylinder and resting on theupper side of the support, exhaust ports for the cylinder arranged nearthe end of the latter opposite tothe end connected to the flangedsupporting means and extending across the jacket space, and exhaustcollecting mean surrounding the jacketed cylinder, communicating withsaid. exhaust means, and car ried by the lower side of the support.

43. In an internal combustion engine,- the combination of a cylinder,crank shaft bearings, spacing means between the outer end of thecylinder and the crank shaft bda'rings,

and tension means cooperating with the spacing means adjacent to theouter end of the cylinder andbelow the hearings to hold the intervening.structure under compression to resist working forces of the engine.

44. In an internal combustion engine, the. combination of cr'ankshaftbearings, I cylinder, a cylinder support, a frame intermedi-' ate saidsupport and said bearings, means for fastening the cylinder to thesupport,

tension members connecting said support to J ing, crank shaft bearingscarried by the bearing supports, tension rods extending casing, an engnecylthrough the cylinder and bearing supports and arranged at each sideof the axis of the bearings, and means cooperating with, the ends of therods above the cylinder support and below the bearing supports and thecrank shaft casing to place the rods under initial tension in order toclamp the intervening structure together under compression during engineoperation. f

46. In an internal combustion engine, the combination of an enginesupport, an enginecylinder. crank shaft bearings. means for spacing theouter end of the cylinder and the bearings'from the support and forspacing the bearings from the outer end of the cylinder, and tensionrods passing through the spacing means and terminating in the zone ofthe outer end portion of the cylinder and below the hearings to hold theintervening structure together under compression for re- Sistine workingforces of the engine.

47. In an internal combustion engine structure, the combination of ahorizontalcylinder support, a vertical cylinder connected to the supportat a plane between. the upper and lower ends of the cylinder, crankshaft bearings, means for spacing the bearlugs from the support, tensionrods termi- 1 nating' above the support and below the bear ingsanddisposed on each side of the axis of the latter, and meanscooperating with.

the ends of the rods and accessible externally of the engine structureto place the rods under initial tension in order to maintain

